国际经济与贸易 外文翻译 外文文献 英文文献 国际海运业国际产业的国际规则.docx

国际经济与贸易 外文翻译 外文文献 英文文献 国际海运业国际产业的国际规则.docx

《国际经济与贸易 外文翻译 外文文献 英文文献 国际海运业国际产业的国际规则.docx》由会员分享，可在线阅读，更多相关《国际经济与贸易 外文翻译 外文文献 英文文献 国际海运业国际产业的国际规则.docx（18页珍藏版）》请在冰点文库上搜索。

国际经济与贸易外文翻译外文文献英文文献国际海运业国际产业的国际规则

INTERNATIONALSHIPPING:

GLOBALREGULATIONFORAGLOBALINDUSTRY

Source:

[1]KrishnaPrasad,ChangingRoleofShip-Brokers,JournalofInformationTechnology,2004

[2]EuropeanCommunity,OverviewoftheInternationalCommercialShipbuildingIndustry,FirstMarineInternationalLimited.2003

[3]ICS,IMO,Internationalshipping:

GlobalRegulationForaGlobalIndustry,InternationalChamberofShipping,2007

ConclusionsfromModalWorkshop4

atthe2009InternationalTransportForum

StatementbytheInternationalChamberofShipping（ICS）andthe

InternationalMaritimeOrganization（IMO）

ThefollowingstatementreflectsthediscussionduringModalWorkshop4,

InternationalShipping:

GlobalRegulationforaGlobalIndustry,whichtookplaceatthe2009InternationalTransportForuminLeipzig,Germany,on27May2009.

Followingseveralyearsofincrediblybuoyantshippingmarkets,formanytradesthebestinlivingmemory,muchoftheinternationalshippingindustryhasfallenpreytotheworldwideeconomicdownturn.Shippingisinherentlytheservantoftheeconomy,sothecontractionintrade,followingthebeginningofthe‘creditcrunch’inlate2008,hastranslatedintoadramaticandabruptreductionindemandforshipping.

Initiallyworsthurtwerethecontainershiptrades.Bythespringof2009some

10%ofthefleetwasalreadylaidup,muchofittoomodernandexpensivetogotorecyclingyards.However,thedrybulktradeshavealsobeenseverely

affected,particularlybythereductionindemandforrawmaterialsfromChina,

withspotmarketfreightratesforsomebulkcarriersbeingafractionofthepeakpricesachievedin2008.ByApril2009,ratesforcrude,productandchemicaltankershadalsofallenverysharply.Ingeneralmostshippingmarketspresentaratherbleakpicture.

AmajorconcernofICSnationalshipowners’associationsthereforeisto

discouragegovernmentsfromrespondingtothecrisiswithprotectionist

measures,whichwillonlydamageworldtradefurther.Moreparticularly,

governmentsmustavoidmeasuresthatrestrictfairandopenaccesstoshippingmarkets.Althoughmostshippingtodayenjoysrelativelyliberalisedtradingconditionscomparedtothedaysofnationalcargoreservationinthe1980s,shippingisunusualinthatitisoneofthefewmajorindustriesnotyetcoveredbyaglobalmultilateraltradeagreement.However,theprospectofanewagreementundertheauspicesoftheWorldTradeOrganization（WTO）looksincreasinglyuncertain.Theindustrymustthereforebeextremelyvigilantinreactingtoanymovestowardsprotectionisminmaritimetrades,especially

thoseusingsafetyandsecurityasapretext.

Theshippingindustrydoesnotexpectspecialtreatment,orthebillionsofdollarsofsupportbeinggrantedbysomegovernmentstothelikesofthebankingandautomobileindustries.However,tooperatecompetitivelyandefficientlyinverydifficultcircumstances,shippingrequiresthemaintenanceofaregulatory‘levelplayingfield’,andcontinuationofthecertaintynowprovidedbythetonnagetaxregimesthatapplytoshipownersinmanycountries.

Shippingisnotoriouslyvolatile,anditsmoreexperiencedpractitionersarefamiliarwiththecyclicalboomandbustnatureofmaritimefreightrates.However,thecontractionresultingfromthegeneralglobaldownturncouldwellbeexacerbatedbythelargenumberofnewbuildingsduetocomeintoserviceduringthenextfewyears,notwithstandingeffortsbymanyshipownerstocancelorrenegotiatecontracts.Manyoftheseshipswereorderedathighpricesatthetopofthemarket.

Inthefaceofthistwo-waypressure,thereislikelytobeaconsiderableincreaseinthenumberofoldervesselsthatwillbesentfordismantlingandrecycling.Inviewoftheadoption,inMay2009,ofanewIMOConventiontoaddressconcernsaboutworkingandenvironmentalconditionsinshiprecyclingyards,theneedforgovernmentstoidentifyfacilitiesthatareacceptableforusewillbecomeallthemorepressing.

AstheIMOSecretary-Generalhasforcefullyidentified,financialpressuresontheindustrymustnotbeallowedtoresultinanyreductioninstandards.Muchhasbeenachievedinthelast20yearswithregardtosafetyandenvironmentalperformance,andnooneissuggestingamoratoriumonnewregulationsthatgenuinelyimprovesafety,whichisalwaystheindustry’soverridingpriority.However,governmentsneedtounderstandthatanyimmediateregulatoryandpolicydecisionstheytakemustavoidimpactingnegativelyonshippingasitstrugglestodealwiththecurrenteconomicsituation.

Notwithstandingthecurrentgloomanddoom,thelongertermoutlookfortheindustryremainsverygood.Theworld’spopulationcontinuestoexpand,andemergingeconomieswillcontinuetoincreasetheirrequirementsforthegoodsandrawmaterialsthatshippingtransportssosafelyandefficiently.Inthelongerterm,providedthepoliticiansmakesensibledecisions,thefactthatshippingisthemostfuelefficientandcarbonfriendlyformofcommercialtransportshouldworkinfavourofanevengreaterproportionofworldtradebeingcarriedbysea.

ItistobehopedthatMinistersattheInternationalTransportForumwill

deliverastrongstatementinsupportofthemaintenanceofopenshipping

markets,and,moregenerally,promoteanearlyconclusionoftheWTO

negotiationsforanewglobaltradeagreement.

Chinahasseenorderintakerisesteadilyoverthepastfiveyears,achievingashareof13%by2002.Thishasbeeninlinewiththeplansofcentralgovernmenttodeveloptheindustry,withmajorinvestmentinrecentyears.However,intermsofmarketsharetheindustryisstillwellbehindthetwoleadersinJapanandSouthKorea.ChinesebuildersfocusinparticularontankersandbulkcarrierstogainvolumebutparticipateinmostmarketsectorsapartfromtheLNGmarket.ChinaexpectstoachievethecapabilitytobuildLNGcarriersinthenearfuture.ItisalsoonlyrecentlythatChinahasdevelopedthecapabilitytobuildlargetankers（aframaxandabove）andtheconstructionofagreatershareoftheVLCCmarketisanaimoftheindustry.Agreatershareofthecontainersector,inparticularthelargeshipsector,isalsoagoaloftheindustry.Todatecontainershipconstructionhasbeenrestrictedtosmallershipsonly.

TheEUindustryhasseenorderintakefallsignificantlyinrecentyears,inparticularduetoadownturnintheorderingofcruiseshipsandlossofshareofthecontainermarket.MarketshareintheEUindustryisnowdownto7%.EUshipyardshavelostalmostallshareofthebulkcarriersectorandmostofthetankersector.Containershipmarketshare,thelastvolumesectorinwhichEUyardshaveafoothold,hasalsofallenoverthepastfiveyears.Increasingreliancehasbeenplacedonthepassengerandspecialisedsectors,withshipyardstakinga54%shareofferryordersin2002andalmostallcruiseshiporders.Havingsaidthis,ordervolumeforpassengershipswasrelativelylowin2002andorderintakeintoEUshipyardswascorrespondinglylow.

IneffecttheindustryintheEUhashadtoretrenchintoasmallnumberofmarketnichesinrecenyears,predominantlysmallships,passengershipsandspecialisedships.Thecruisemarketmaintainedsomevolumeupto2001butwithasharpfallinorderintakeinthatsectortheindustryasawholehasseenorderintakeandmarketshareplummet.

Japanhasseenasteadyorderintakeinrecentyears,withthemarketleadalternatingwithSouthKoreaaccordingtoshiftsinmarketandeconomicconditions.Japanhadaverystrongmarketleadin2002.Japaneseshipbuilding’smainproductisbulkcarriersforthehomemarket,makingupalmost40%ofallorderstakenin2002.Oilandchemicaltankersandgascarriersalsomakeupasignificantportionoftheindustry’sbusiness.JapaneseshipbuildinghaslostaconsiderableshareofthecontainershipmarkettoSouthKorea.

SouthKoreaexperiencedasignificantpeakoforderintakein2000andarelativelysteadylevelinotheryears.SouthKoreanshipyardstookover50%ofthecontainershipmarketin2002,over40%oftheoiltankermarketandsignificantsharesofthegasandchemicaltankermarkets.Theindustryhastriedtoexitthebulkcarriersectorbecauseoflowvalue,althoughithasbeenforcedtotakeordersrecentlytomaintainproductionvolume.

SouthKoreanbuildershavebeentryingtopursueastrategytoaddressthehighervaluesectorstomaximiseprofitability,inparticularthemarketforLNGcarriers.ThescopetodothisislimitedinrelationtothevolumeofworkneededtokeeptheindustryinSouthKoreabusy.Theproductfocustablesincludedinappendix3tothisreportindicatethatwhilsttherewasasignificantintakeofLNGcarriersin2001,ordinarilythissectormakesuplessthan10%ofthetotalorderintakeintoSouthKorea.Koreanbuildershaveyettopenetratethepassengershipsectortoanysignificantdegree,thisbeingtheotherhighaddedvaluesectorthattheyardsmaytrytopursue.Inatypicalyearuptoaround80%oforderswillbefromthemainbulkcargosectors,tankers,bulkcarriersandcontainerships.

Shipbrokersareintermediariesbetweenthetwopartiestoacontract,whethertheyareShipownersandCharterersorbuyersandsellers.Theymayactforoneprincipalandoccasionallyasthesolebrokerbetweenthetwocontractingparties.Theywillbeinvolvedinmostaspectsofacontract,includingcirculationoftonnageandbusinesstopotentialclients,negotiatingthemaintermsofthefixtureorsale,finalisingthedetailsofthecontractandfollowingthecontractthroughtoitsconclusion.Withfewexceptions,virtuallyallsecond-handshippurchasesareconductedthroughaShipbroker.